Posts
32
Joined
4/1/2008
Location
Sao Paulo
BR
Edited Date/Time
3/25/2022 7:59am
It has clutch!
IWATA, March 24, 2022 - Yamaha Motor announced today that it has developed the TY-E 2.0 electric trials bike, which approaches achieving carbon neutrality from the perspective of motorcycling fun. The Company plans to enter the bike in select rounds of the 2022 FIM (Fédération Internationale de Motocyclisme) Trial World Championship.
In 2021, the Company reviewed the Yamaha Motor Group Environmental Plan 2050 originally formulated in 2018 and set a new goal of aiming for carbon neutrality throughout all of its business activities—including across the life cycles of its products—by 2050.
The project to develop the TY-E 2.0 is underway as one uniquely Yamaha approach for achieving carbon neutrality. Under its FUN x EV development concept, the TY-E 2.0 aims to provide more fun than internal combustion engines by taking advantage of the traits unique to electric vehicles, such as powerful low-down torque and strong acceleration.
The TY-E 2.0’s development progressed based on the first TY-E model announced in 2018, and features a newly designed monocoque frame made of composite laminates housing an electric power unit with improved performance through a combination of mechanical parts and electronic control. The bike also mounts a newly developed lightweight battery with approximately 2.5 times the capacity of the previous model.
The new TY-E 2.0 is scheduled to participate in the FIM Trial World Championship from June this year with Kenichi Kuroyama on the Yamaha Factory Racing Team, who also serves as its development rider. The TY-E 2.0 will also be exhibited at the Yamaha Motor booth at the 49th Tokyo Motorcycle Show to be held from March 25 to 27.
Monocoque frame made of composite laminates
The TY-E 2.0 employs a monocoque frame made of composite laminates to contribute to lighter weight and optimal rigidity. The layout of the power unit and battery was reviewed and revised to achieve a significantly lower center of gravity compared to the previous model.
Newly developed lightweight battery with approx. 2.5x more capacity
Yamaha developed a new high-capacity battery with higher output density and successfully kept the weight increase down to some 20% while achieving about 2.5 times greater capacity than the previous model.
Power unit further refined through a combination of mechanical parts and electronic control
Based on the previous model, traction has been improved by pairing mechanical parts such as the clutch and flywheel with carefully tuned electronic control for the motor that is capable of reading subtle changes in grip.
TY-E 2.0 Specifications
Overall Length × Width × Height 2,003 mm × 830 mm × 1,130 mm
Wheelbase 1,310 mm
Minimum Ground Clearance 340 mm
Curb Weight Over 70 kg
Motor Type AC synchronous electric motor
Battery Type Lithium-ion
Clutch Hydraulic, Wet, Multi-plate
Frame Type CFRP Monocoque
TY-E 2.0 Feature
Battery with even higher density output and capacity from a review of cell selection, layout, and components used.
Component layout for a low center of gravity.
Power unit further refined through a combination of electronic control and a mechanical clutch and flywheel.
Composite monocoque frame with X-shaped rib formation.
IWATA, March 24, 2022 - Yamaha Motor announced today that it has developed the TY-E 2.0 electric trials bike, which approaches achieving carbon neutrality from the perspective of motorcycling fun. The Company plans to enter the bike in select rounds of the 2022 FIM (Fédération Internationale de Motocyclisme) Trial World Championship.
In 2021, the Company reviewed the Yamaha Motor Group Environmental Plan 2050 originally formulated in 2018 and set a new goal of aiming for carbon neutrality throughout all of its business activities—including across the life cycles of its products—by 2050.
The project to develop the TY-E 2.0 is underway as one uniquely Yamaha approach for achieving carbon neutrality. Under its FUN x EV development concept, the TY-E 2.0 aims to provide more fun than internal combustion engines by taking advantage of the traits unique to electric vehicles, such as powerful low-down torque and strong acceleration.
The TY-E 2.0’s development progressed based on the first TY-E model announced in 2018, and features a newly designed monocoque frame made of composite laminates housing an electric power unit with improved performance through a combination of mechanical parts and electronic control. The bike also mounts a newly developed lightweight battery with approximately 2.5 times the capacity of the previous model.
The new TY-E 2.0 is scheduled to participate in the FIM Trial World Championship from June this year with Kenichi Kuroyama on the Yamaha Factory Racing Team, who also serves as its development rider. The TY-E 2.0 will also be exhibited at the Yamaha Motor booth at the 49th Tokyo Motorcycle Show to be held from March 25 to 27.
Monocoque frame made of composite laminates
The TY-E 2.0 employs a monocoque frame made of composite laminates to contribute to lighter weight and optimal rigidity. The layout of the power unit and battery was reviewed and revised to achieve a significantly lower center of gravity compared to the previous model.
Newly developed lightweight battery with approx. 2.5x more capacity
Yamaha developed a new high-capacity battery with higher output density and successfully kept the weight increase down to some 20% while achieving about 2.5 times greater capacity than the previous model.
Power unit further refined through a combination of mechanical parts and electronic control
Based on the previous model, traction has been improved by pairing mechanical parts such as the clutch and flywheel with carefully tuned electronic control for the motor that is capable of reading subtle changes in grip.
TY-E 2.0 Specifications
Overall Length × Width × Height 2,003 mm × 830 mm × 1,130 mm
Wheelbase 1,310 mm
Minimum Ground Clearance 340 mm
Curb Weight Over 70 kg
Motor Type AC synchronous electric motor
Battery Type Lithium-ion
Clutch Hydraulic, Wet, Multi-plate
Frame Type CFRP Monocoque
TY-E 2.0 Feature
Battery with even higher density output and capacity from a review of cell selection, layout, and components used.
Component layout for a low center of gravity.
Power unit further refined through a combination of electronic control and a mechanical clutch and flywheel.
Composite monocoque frame with X-shaped rib formation.
"But but 100% torque from 0 rpm" no, STFU stupid western electric manufacturers. Torque isn't horsepower and 100% isn't a measure of torque.
I've been interested in trials, and interested in exploring some old riding spots that are off limits and near houses. This would solve both, doubt I'd get any more than a slap on the wrist like a mountain biker if caught on one of these.
OK brah.... "But but 100% torque from 0 rpm"
To explain this to you will probably be impossible.. but for the rest... this is what it means-
with an electric motor, you get Maximum torque, the most it has to offer, at 0 RPM.... as the RPM rises, torque reduces..... so at 0 RPM you may get a max torque output of lets say 100 Nm... at 100 RPM it may only put out 90 Nm... and 1000 RPM 80 Nm...... etc....
what this means to you as you ride- the lower the RPM, the more torque you get.... the higher the RPM, the less torque you get.... IMO, this is partly what makes them "feel so fast"... but also what makes them a bit harder to ride....
The Shop
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As far as the clutch… a clutch is absolutely necessary for modern trials techniques, whether for finding traction or delivering large amounts of power instantaneously.
If you’re interested in electric trials bikes, check out the Electric Motion Epure. Really impressive bike. I personally don’t like it enough to switch to an electric bike, but I know a couple of guys who own them and claim they will never buy another internal combustion trials bike again.
My gripe is that torque isn't a measure of power output. The power output curve is the only actual measurement of a motor.
https://www.dirtrider.com/story/tests/2020-gasgas-txt-racing-300-horsep…
It will have to compete with other trials bikes in price. The gasgas txt is currently the cheapest of the 300cc models at around $8k in CA.
Imagine a 1ft bar attached to the side of a shaft, with 1lb hanging on the end of that. That is 1ft/lb of torque, even if it's not enough force to initiate rotation.
Italian company Tacita. It looks like shit and has no range, but it has a clutch and 5 speed gearbox.
https://www.tacita.it/2019/trace-cross/
A clutch keeps your revs up, so you can meter out power at a strong part of the power curve. This is a necessity in the ICE context. Electric motors have no "sweet spot," so to speak, so that necessity goes away. I can whack open a throttle as quickly as I can release a clutch lever, so the "instantaneous" thing goes out the window. Perhaps you want less torque than what the motor will provide at 1RPM... that's about the only benefit I can imagine.
I'd like to ride an e-motorcycle with and without a clutch, just to see if I can even tell the difference. I'd be willing to bet there is none.
Interesting they are using an AC motor not a BLDC
Video from earlier version:
https://www.youtube.com/watch?v=20QasbV0l3g
As a motocross rider point of view, I like the cluth as a safety resource and as a refined and easier traction control than open and close the throttle.
Pit Row
You’ll understand how they ride.
Clutch in, max revs, close the throttle, dump the clutch.
It’s weird. It works.
Those power curves? Calculated from the measured torque. A power curve is actually redundant information because it is based on the torque vs. rpm plot.
Torque without RPM is useless. RPM without torque is equally useless. You need both simultaneously, which is what horsepower is.
just kidding peeps
My understanding is electric motors will produce their full thrust (torque) from 0 rpm and up. The torque curve is flat up to a point. An ICE obviously cannot produce thrust at 0 rpm.
I ride trials quite a bit, and slip the clutch during hops so as to not loop out too far. I could see that being helpful in an electric trials bike. or slipping the clutch while riding across a rock face so you don't break traction. would love to try it and find out!
Having two hand control using throttle for power and clutch for engagement gives you a lot more control than just a throttle which is obviously paramount for trials. It probably isn't as important for other disciplines but for trials I can absolutely see the benefit of the clutch. It is such precise riding.
It would also allow easy rolling backwards without engine resistance which is another thing trials sees that most other disciplines don't.
This is a tired old misunderstanding. Only power output can move you. If you are being moved by a motor that is always a function of instantaneous power output, not torque.
Similarly, what a dyno shows first may be torque but what it literally measures is power. It's the only thing it can measure because power is the only thing that can exert motion.
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